Traffic-controlling apparatus.



C. J. COLEMAN.

TRAFFIC GoNTRoLLNG APPARATUS.

AIPLIGATION FILED FBB.21910.

1,088,807. Patented Mar. 3, 1914,

3 SHEETSPBHEBT l.

m96 Ik@ C. J. COLEMAN.

TRAFFIC CONTROLLING APPARATUS.

APPLICATION FILED FEB.2,1910. 1,088,807.

Patented Mar. 3, 1914.

3 SHEETS-SHEET 2.

C.J. COLEMAN.

TRAFPLG CONTROLLING APPARATUS.

APPMUATION FILED rum, 19m

1,088,807, Patented Mar. 3, 1914.

3 SHEETS-SHEET 3.

amen/to@ @51j attenua UNITED sra'iits PATENT ernten.

CLYDE J. COLEMAN, F NEW YORK. N. Y., ASSGNOR. BY MESNE ASSIGNMENTS, TO HALL SWITCH & SIGNAL COMPANY, 0F NEW YORK, N. Y., A CORPORATION OF MAINE. TRAFFIC-CONTROLLING APPARATUS.

1,088,807. Specification 0f Letters Patent Patented Mar. 3. 19t 4.. Application filed February 2, 1910. Serial No. 541,642. To all tc/io//i it /m/ l/ fom-(fm l (.)ther objects of my invention` such as the lie it known that l'. Cnvni: J. Coniguxxgi method ot' applying' insulation to a trout a citizen of the llnited States. and a resiaxle or ax'les ot the vehicle. will more full)Y dent of the citv of A\'ew'York. county and appcanfroin the following description taken 55 State ot New York. have invented certain in connection with the accompanying drawnew and useful linprovenuents in 'l`rallic--ll ings forniin; a part of this specitcation, in (.oiiti'olling .-\ppar:.itus. of which the 't'olwhich* lowing." is a lspccitcation. Figure l `shows diagi'aniniaticallv' muv in- Mv invention relates to traliic controlling vciitioii in its simplest tO'rin as applied to 60 apparatus. and more particularly to certain an engine oi car. Fig. is a diagrammatic novel arrangements of circuits and electroview of the invention in which is shown the i responsive devices t'or utilizing' the current applicatioiiof bothv the eiiiei'geiicvandsafety lloii ing' in a track tor operatiiigstop devices brakes under the control ot'v the automatic and for indicating tue condition ol trallic. stopdevice. Fig'. 3 is a cross-sectional plan 65 D tiltmeanslocated in :t cab or cai'. view of an axle having its wheels insulated A\n iiiiporta-iit t'eatuie of in v invention is therefrom. Fig'. 4 is a similar view of one the arrangement olf circuits whereby the' of the insulated wheels of an axle equipped electrorcsponsivedevicecontrollingthestop with a suitable ciii'reiit collecting' device. device on the cali. is connected in sliunt to Fig. 5 is a cross-sectional view ot' the wheel 70 2() a portion oll a track circuit in advance ot' shown in Fig'. l. taken on the line X-Xg tlic lirst uninsulated axle ot the engine or and Fig. t' .shows a detail. car. the track circuit beure completed Referring;A to the drawings (Fig: l). l-l through 'the uninsulated axle and receiving represent the rails ol' a track divided b v suitits etici-gv treni a source in advance ot' the able means into blocks ll. with a source 7 vehicle. so that the automatic stop device of current L connected across tl'ie rails ot' rendered incil'eciiv-'e to stop the vehicle as cach of the blocks. l have. shown in v inven- -loiigas there is Signaling;r current flowing' tion in connection with a track divided by through the rails lo the vehicle` the-electroA insulation into suitable blocks t'or the rearcsponsive device beiner normally energized son that all direct current lilock signaling 80 liv and responsive to current due to the drop systems are so constructed I and it is with Volf'potcntial in the part of the track circuit .such s vsteins that l propose to`utilize in v to which it'. is in Ylhunt. invention to a large extent. but it is to be `.\nollicr object o'lin v invention is tfo prov understood that the t'orni of the .invention -vide vautomatic stop devices controlled as shown in'lt`ig. l is equally applicable to 85- above described. liv nieaus of. which the train tracks having' continuous rails, without any will be suddenly brought to a stop if it. en` insulation whatsoever1 and w'itli the source ters a block containing a bi'okeii rail; and of current placed across the track at suitb't nieaiis of which the vehicle will be gradtn able intervals. the distance between sttct.es-

allv checkedil' it enters a block in the rear sive Sources coiiiprisiiier a block. 90 40 of'a rblock coiitaiiiingjr a preceding vehicle, or 3 is the fra-nie of an engine or car having a block at the entrance of which. for any its front axle or truck '4'. known as the pon reason. a caution signal is displ-ajed truck, insulated as diaetaiiiiiiaticaltv shown Anot'hcr o'liject ot' my. invention is to proat o; the track circuit including' the source vide means whereby the electro-responsive 2. being closed Vthrough the rails l-l and 95 device may be placed under the .coutrolof the the next rear axle or axles t?. [,ipontlic ve di engineeia and rendered temporarily inoperhicle is carried a sensitive rela)l T whichjis tions where. the service brakes would other- 'to that ative to apply the brakes. so that the vehicle connected across the rails through wire i",

v'may be moved over tracks not equipped with brushes Umb and the front wheels l() --lt'i'z current, and` may also be run under condi- ,the relay being' thus coniiected.is in .shunt 100 particu ofttlie track cii'cuit. in the wise be applied.- rear otl the wftt els 10H40. which includes the portion of the rails in the rear of said wheels, and the axle or axles 6, 6 which complete the track circuit. The relay 7 being connected in shunt to a part of the track circuit. will be normally energized by a current proportional to the drop of potential in that part of the track circuit. T he' vehicle l is shown as equipped with the usual braking apparatus, including the reservoir R, the cont-rol valve CV and the train pipe TP from which extends a pipe 11 to which I apply a stop device which is shown for convenience in the -form of a reciprocating valve having a casing 14 and a plunger witv a reduced stem 13 which is connected at its upper end to the core of a solenoid l5, which is in turn provided with a dashpot 16. The plunger of the valve 14 is biased by gravity, or by a spring 17, to a position for exhausting the train pipe, and applying the brakes, and it is held by the solenoid 15, when enerl gized, in a position to prevent the escape of air from said pipe. The solenoid is connected in a local circuit 18 inclucling battery v19, the circuit being closed by armature 2O as long as relay 7vis energized due to the presence of current in the track circuit.

The apparatus is normally in the position shown,.in block A, Fig. 1, but should the car pass into a block alreadypoccupied as shown in block B, the current from the battery ahead will be shunted through the preceding vehicle, thus denergizing the relay 7, permitting its armature to drop, and opening the circuit 18, thus denergizing the solenoid 15 and permitting the plunger to be moved by the spring 17 into a position to exhaust the train pipe and apply the brakes. Thev dashpot 16 connected to the core of solenoid 15 is equipped with any well known form of check valve, suoli as that shown in Fig. 6, soas to provide a slovI movement for the plunger of valvel 14 at times when relay 7 is momentarily denergized, such as when the car is passing over insulating sections, so that the dash-Av pot while retarding the drop of the valve plu-nger for a sufficient length of time to prevent the application of the brakes during the short period that relay 7 is thus delinergized, will permit a quick movement of the plunger when solenoid 15 is energized.

It will be seen that by connecting relay 7 in shunt to a part of the track circuit. in ad Vance of the first uninsulated axle, so thatthe relay is energized by current. in proportion to the drop of potential in a portion ot the track circuit in advance of said axle, l obtain an automatic stop system with which vehicles may be equipped wit-hout in any way 'changing the signaling system already installed, and Without requiring any alteration to the rolling stock except the insulatin of the .front truck or axle.

llhile -I have shown relay' 7 controlling the application of emergency brakes I do notpwish to be understood as limiting my invention to this particular use, lsince it is obvious that the relay may be utilized for controlling the car in any manner, and while I have shown my invention in connection with arr. automatic air-brake system, it is obvious to those skilled in the art. that it ma)1 be utilized in'connection with straight air systems.

In Fig. 2 I have shown my invention in a. form by means of which the application of either the emergency or service brakes may 'be' automatically effected, dependent upon whether or not the vehicle has run past a danger or caution signal; and I have also- .shown means 1n the cab for indicating the condition of traflc along the block. In this form of my invention I utilize a delicate three-position'polarized relay 21, having a movable coil 22 connected to the brushes 9 9 so as to be in shunt to .the portion of the track circuit in the rear ofpwheels 10, 10 as previously described in connection with Fig. 1, while a stationary coil 23 of the re lay is energized from battery 211. The automatic stop device in this case, for purpose of simplicity, is shown as consisting of two plunger valves 14, 14 having their :stems connected to the cores of solenoids 15, 15',

respectively, each of which is equipped with ,dashpots 16-16, all precisely as described in connection with Fig. 1. The solenoid 15 is connected in a circuitincluding the bat tery 24, wire 25, wire 27, contacts 2S or 2S', through the arm 29 carried by the movable coil of the relay 22, and thence through contacts 30 or 30, according to the position ot' said arm, back to battery 24. Solenoid 15 is included in a circuit from battery 24, through wire 25, wire 26, wire 31, contact 32, arm-29,

and contact 30 back to the battery 24. Since the movable coil 22 will be deflected to the left or right, according to the direction of the current flowing from battery 2 through thc track circuit, as determined by a current` .relay 21 has its coil permanently energized,

block, and' with the block in advance also unoccupied, current from battery 2 will flow through the track circuit and through coil 22 of relay 21' in a direction to hold contact. arm 2() in the position shown, solas to enA crgize, through previously traced circuits. solenoids l'and 15 thus holding both `l cs of the stop'device in a position 'to prevent the escape. of fluid pressure from the train pipe, and preventing the application of the brakes through the stop device. But if'the vehicle enlers a block protected by a caution signal. the cnrrert in the track circuit of that block, due to the suitably operated current re\erser 33, will be in a direction to throw contact' arm 29 against contacts 23 and 30, thus opening the circuit of solenoid 15" 'but holding the circuit of solenoid 15 closed through said contacts. They de'energi- '/.ation ot' solenoid 15 will permit the movement of the plunger of valve 14 so as to apply tho service brakes, while the application ot the emergency brakes through the stop device is prevented by the energization of solenoid 15.

ln order to permit the vehicle to continue in the block under the caution signal, it is necessary for the. engineer to move a switch El, against the action of a spring 35, into engagement with suitable contacts 36 so as to energize the solenoid 15', through said contacts, and wires 37, 38, thus holding the valve 11 closed and permitting the vehicle to proceed; but if the engineer should, at

yany time, remove his hand from the switch 3-1. the service brakes would be immediately applied to stop the train. The necessity of the engineer keeping his hand on the switch to hold the valve closed, is a continual reminder to him of the fact that he is traveling under a caution signal. Should the vehicle cnter a block already occupied by another vehicle, or enter a block containing a broken rail, the coil Q2 will be. denergized, thus permittingr arm 29 to assume a neutral position, denergizing both solenoids 15-15, and applying the emergency brakes through valve 14. lf the vehicle is in a yard, or upon any track not'. equipped with tratflccontrolling current, it is necessary to provide means under the control of the engineer, by which he can render the stop device ineffcctive to apply th brakes, so that he may move the vehicle over such track, and for this purpose I provide a second bridging contact on the switch 34 which engages suitable contacts 39, connected to wires 38 and 40. for completing a circuit through solenoid The switch 34 and the contacts 36 and 3f) arc so arranged that contacts 36 are closed when the switch is first moved, as wilt be the case when the vehicle is traveling under a caution signal, but contacts 39 will not be closed unless the switch is moved farther against thc spring, so that should a rail become broken in front of the vehicle While thus traveling under a caution signal, and coil E22 become(lenergized, the circuit to relay 15 will be opened through contacts 28---30 and the emergency brakes will be,`

applied, which would otherwise not be done if the ,switch 34 was at that time bridging contacts 39. When the engineer desires to move his vehicle ont of a'yard not. equipped with trahie-controlling currents, or over any tracks notso equipped, it is necessary for him to exert greater force in moving thc switch 34 into engagent-.Int with contacts` i192 in which position ot' the switch both ot' thc solenoids 1:`S--15' will be energized, holding the valves lat-m11 closed a ud permittinghiui to Inovc his vehicle` ln connection with this form of my invention l have `shown a miniature three-position signal -tl mounted on the vehicle to indicate to the engineer the condition of trafii: along thtl block, The signal is shown diagrammaticaltv as operated b v two windings 42. 43 acting on the vsaine core. the windings and thel core being so arranged that when the winding 43 only is energized, the signal will assume a caution position, while it' the winding 42 is also energized, the signal will assume a safety position. The winding 4Q is connected in the following circuit: 'from battery Q4, wire 44;, through said winding, wire 45, wire 31, thence through contacts 3Q, arm Q9, and contact 30 back to the battery; While Winding 43 is connected in a circuit from the battery through wire L14 and said winding, wire 4G, wire 27, thence through contacts 28 or Q8', arm QE) and contacts 30 or 30', back to the battery. It will thus be seen that when the arm :'29 is in the position shown, which is the position it assumes when traveling under a clear signal, the circuit to both coils 42 and 43 will he closed, and the semaphore 41 will indicate clear while if ttm arm Q9 is in the position it assumes when the train runs past a caution signal. coil 43 only will be energized. thus holding signal 41 at caution; and when arm is in its neutral position, as in the case when the track circuit fails, neither of the coils will be energized, thus permitting the signal 41 to go to danger.

By including in the track circuit a source in advance of the vehicle, the track rails which are of opposite polarity, and an nnin sulated axle of the vehicle, and by connecting the relay in shuntI to a portion of the track circuit so as to be normally energized by the presence ot current in the track circuit, and responsive to current due to drop of potential in the portion of the ircuit to which it is in shunt` a perfect indication of the condition oi the block ahead is obtained. The control ot the vehicle is absolutely reliable, since the presence of a train in a block ahead, or in the block in which a vehicle is advancing, will cause a reversal of current or a failure of current of the track circuit', as the case may be, thus applying the service or emergency brakes regardless of whether or not the vehicle has passed a clear signal at the entrance of that block. The system therefore gives absolute assuranceregardless of whether the danger condition of the block arose after or before the vehicle entered it.

Since the relay 7 must hc responsive to current. proportional to the drop of potential in the short. portion of the track circuit to vvhit h it is connected in shunt, obviously the. coil in" the relay receiving its energy from the trawl: circuit huist be of a very low relauw and the relay inust be ydesigned to opciate in response tu the very slight aunwni oi rui-riait, which normally flows il.; the foil the relay due toits shunt lun :o a portion at the track circuit in admucc oi" the lirst uninsulated axle. In order to facilitate the tlovv of current the coil of, the relay receiving its :mg-v troni the track circuit, l use copper linninuin brushes making contact With f il suitable collector rings on thfl insulated axle uhcli are also made ol' highly conductive nuiltal. and l mount the relay in the front of the vehicle and on some suitable support ucar the point troni which the relay receives its cum-gv troni thc tracl: circuit and I use a couiparativcly heavy conductor runninA troni the collector or brush to the relay co in order to cut down as much as 'possible the resistance et thc circuit through the coil -o as to facilitate the llovv of current through this path,

ll'ltilc l h:|\c shown and described my invention as :ucd vvith direct current for the reason, as previously fated. that steam roads artn-ozv equipped with .such current, it is obviens that it may he equally applicable to roads ctpiippt i .vith alternating current, and in tact' by the use of alternating current, the relav in shunt to a portion of the track circuit, nccfl not be iuadc as dclicate as when used vith direct current in the track circuit, riuct. duc to the impedance of the rails, a greater drop ot potential is obtainable in thc. portion nl' the traclv circuit to which it is in shunt than is thtl case when direct current is used.

v"ll'hilc l have shown and described the witch ill under thc control ot the. driver of vehicle tor the purpose of rendering the a dit-fle l'rout axle or a pony truck having a plurality ot' ixlcs. insulating-i` the Wheels of :in axle ha-` been objected to duc to the fact that tbc insertion dt insulation :nrvvvherc in ie axle trud-A to avale-n it. unless the poron ol hc axle at which the insulation is placed gi-cat l incrcawd in size to compenr-iuc tor the wcalwniiig ot the axle by the wc-utc ot the insulation. `ln order to inulate tue avlicels troni each other without weakening the axle and to be able to use the present form of truck, I propose to apply the insulation in the following manner. The axle 47 to be insulated is shown as journaled in the frame 48 of the pony truck, only part of which is shown, the axle and truck being 70 of any standard form. i9 represents a collar preferably of fiber or compressed paper which is forced on the outer end of the axle, tting snugly up against the shoulder 50 turned up on the axle, and 5l is a thin sleeve of suitable insulating material such as fiber or compressed paper which is by means of hydraulic pressure forced on to the tapering part ot the axle 52, and after this sleeve has been forced on in place, the Wheel 53, preterably having a long hub, is forced on over it so as to tit tightly against the insulating collar 50. After the Wheel has been forced in place a second insulating collar 5st is slipped on in front of the hub and held in place either by suitably expanding the outer end of the axleor by a threaded nut as shown.

By insulating the Wheels in this manner the strength of the axle is in no way alfectcd and if the insulating sleeve and collars are properly constructed their presence will add to the life of the truck since they will provide a very slight cushioning effect between the wheels and the axle, thus slightly reducing the vibrations transmitted to the latter. Inasmuch as the track voltage is very low, usually varying` from a half of a volt to five volts, the insulating parts need only be very thin, thus requiring but slight, if any, different .size of the hub and axle. The insulating sleeve 51, after the hub is pressed over it, is completely protected from causes of deterioration and the washers 50, 54, which need only be thick enough to give them sullcient mechanical strength to be placed in position, will only be exposed on their edges, so that after the wheel has been forced on the axle and properly secured, there vvill be no danger of the insulation deteriorating to an extent sutcicnt to prevent the etlectual insulation of the wheels from the axle for the low voltage in connection with which they are used. i

In Fig. 4 l have shown a cross-sectional plan vievv'otl one of the insulated wheels in which the insulating collar 49 and sleeve 51 ard formed in one piece, and in which the vvlveel is held in place by expanding the end of th i axle as is thc usual practice for securing the vvhcels on their axles. In this view l have also shown a metallic ringl or strap 5G, preferably formed of brass, copper or aluminum. at a suitable place on the hub of tbe wheel, to be engaged hy a brush 5T to vvhich one of the leads from the electroresponsive device is connected; it being understood that each of the insulated wheels is equipped with the saine apparatus.- 1n order to protect the ring and brush from dust and dirt so that as good'a contact as ishown. 'housing around the collector ring after the possible will be assured, I provide a casing or housing 58, preferably formed of compressed paper or sheet metal, and secured to any suitable part of the frame of the vehicle, or to the frame 48 of the pony truck as In order to be able toplace the wheel has been forced on the axle, and to facilitate the removal of the housing for the purpose of inspecting the brushes and collector ring Without disturbing their adjustment, I form the casing in twoparts 59 and G0, one of which is secured to a suitable part of the frame as shown, the other part being bolted to the first art by suitable means as s iown in Fig. 5.

While I have shown and described my invention in what I now consider its preferred forms, I do not wish to be understood asA limiting myself to the specific arrangements of circuits or apparatus herein shown and described, as it is obvious to those skilled in the art Ythat various arrangements and changes may be made in the circuits for connecting the relay in shunt toa portion of a track circuit in advance of the lirst uninsu` lated axle ot the vehicle so that it will be responsive to current due to thc` drop of potential in said portion of the track circuit, and Iwdo not wish to be understood as limit` ing myself to any of the arrangements shown and described other than as indicated in the appended claims.

What I claim as new and desire to secure by Letters Patent of the United States is:-

1. The combination with a railroad track supplied at intervals with current giving the rails opposite polarity, of a traflic controlling electro-responsive device carried by a car or train, and connections therefrom placing the suine in shunt to a portion of the track circuit said track circuits being formed by the train and the track rails and the source ahead of the train, said electro-responsive device being constructed to he operatively energized by current due tothe normal drop of potential in said track circuit portion.

2. In combination with a. railroad track supplied at interval f1 with current giving the two rails opposite polarity, of a car or en'- gine having an axle completing the track circuit and having a trafiic cont-rolling electro-responsive device receiving its energy in shunt to a length of the track circuit in advance of the lirst axle completing said circuit and arranged to be operatively energized by the current caused by the normal drop of potential in said length of track.

3. In a traliic controlling system, the combination o1 the rails of a track, a source of current across the rails, a vehicle having an axle bridging the rails and forming a part bfthe track circuit, and an electro-responbolts 61 or other sive traffic controlling device carried by the vehicle and connected in shunt to a part ot' the track circuit to receive its energy from acrossI the rails, and responsive. to current due to the drop of potential in the part ot the track circuit to which it is in shunt.

4. In a tratiic controlling system, the comv bination of the rails of a track, a source of current across the rails, a vehicle having an axle bridging the rails and forming a part of the track circuit, a stop device carriedrby the vehicle, and an electro-responsive device also carried by the vehicle forv controlling said stop device and connected in shunt to a part of thel track circuit to receive its cn-v er y from across the rails ata point in a" vance of said axle andcont-rolled by `current due to the 'drop of potential in the part of the track circuit to which it is in shunt.

In a trathc controlling system, the combination of the rails of a track, a source of current across the railS,.a vehicle having an axle bridging the rails and forming a part of the track circuit, a second axle bridging the rails but having its wheelsinsulated one from the other, a stop device carried'by' lthe vehicle, and an electro-responsive device for connected G. In a traffic controlling system, the com` binatiofi of the railsof a track, a source of cuirentfconnected across the rails, a current reverser in the track circuit, a vehicle havingy an axle bridging the rails and formlng a part of the track'circuit, and an electro-responsive traflic controlling device carried by the vehicle and connected across the rails in shunt to a portion of the track circuit and responsive to current due to the drop of potential in the portion of the track circuit to which it in shunt, .saidl trafliccontrolling device having three functional positions, one of which it assumes in response to current in the track circuit in a given directioinanother of which it assumes in response to-current in the opposite direction, and a third position which it Aassumes upon failure of current in the track circuit.

7. In a tratliccontrolling system, the combinationof the rails-'of a track, a source of current oonnectedfacjoss the rails, a current reverser in the track circuit, for reversing the direction of current therein, a vehicle having an axle bridging the rails and forming a part of the track circuit, braking apparatus on the vehicle, a stop device carried by the vehicle and operatively related to the braking apparatus for effecting the application of the emergency or the service brakes controllingthemutomatic stop device to effcct the application of the emergency brakes upon failure of current in the track circuit and to elfect the application of the service brakes only, upon a reversal of current in said circuit. Y

8f In a tratlic controlling system, the cornbination of the rails of a track, a source of current connected across the railsta current reverser in the track circuit, a vehicle having an axle bridging the rails' and forming a part of the track circuit, braking apparatus on the vehicle, a stop device carried by the vehicle and operatively related to the braking apparatus for effecting the application of the emergency or the service brakes electro-magnetic means for operating the 'stop device, and an electro-responsive device 'arried by the vehicle and energized by the track circuit and having at least three functional positions for controlling said electromagnetic means, one of whichv it assumes ivheii energized by current from the track circuit in one direction for controlling the electroanagnetic means to prevent the application of the brakes by the stop device, another of which it assumes upon reversal 0f the current in the track circuit, in which position it controls said electro-magnetic means for effecting the application of the service brakes and a third position which it assumes upon failure of the track circuit for controllingr said clectro-inagnetic means for vehicle and operatively related tothe brakg ing apparatus for effecting the application of the emergency or the service brakes electro-magnetic means for operatingr the slop device. and an electro-responsive device carried by the vehicle and connected in shunt to a part of the track circuit to receive its` energy from across the rails and controlled by current due to the drop of potential in the part of the track circuit'to which it is .in shunt, said electro-responsive device having at least three functional posi tions, in ont` of which it controls said electro# magnetic incans for effecting through the stop device the application of the emergency brakes i. in another of which it controls said electro-magnetic means for effcctin;` through the stop device the appication of the service brakes and in its third position controlling said electro-magnetic means for rendering the stop device ineffective to apply the brakes.

10. In a traliic controlling system, the combination of the rails of a track, a lsource of current connected across the rails, a current reverser in the track'circiiit, a vehicle having an axle bridging the rails and forming a part of the. track circuit, braking apparatus on the vehicle, a stop device. carried by the vehicle and operatively related to the braking apparatus for effecting the application of the emergency i or the service brakes. electro-magnetic means for operating the stop device, and an electro-responsive device carried by the vehicle and connected in shunt to a part of the track circuit to receive its energy from across the rails at. a point in advance of said axle and controlled by current due Yto the drop of potential in the part of the track circuit to which it is in shunt, said electro-respi'insive device having at least three functional po sitions, in one of which 'it controls said electro-magnetic means forett'ccting through the stop device the .application of the emergency brakes, in another of which it controls said electroauagnetic means for effecting through the stop device the application of the service brakes,7 and in its third position controllingsaid electroanagnetic means for renderingl the stop device ineffective to apply the brakes.

1l. In a traiiic controlling system, lthe combination of the rails and a track, a source of current connected across the rails, a current reverser in the track circuit, a vchicle movable upon said rails, braking apparatus on the vehicle, a stop device, cai'- ried by the vehicle and operatively related to the braking apparatus for effecting the application of the brakes. controlling means` for the stop device receiving` itsenergv from the track circuit and responsive both to current of a given direction in the track circuit and to failure of current in the track circuit for effecting the application of said brakes through the `stop device., and means under the control of the driver of said vehicle for rendering .said stop device inell'ective to apply the brakesin response to eurrent in the track circuit but permitting the application of the brakes by the stop device upon failure of current in the track circuit.

1Q. In latraffic controlling system, the combination of the rails of a track. a source of current connected across the rails, a cur` rent reverser in the track circuit, a vehicle movable upon the rails, braking apparatus on the vehicle. a stop device carried by the vehicle and operatively related to thc brak ing apparatus for effecting the application sponsive both to current of a'given direc-v tion in the track circuit and to failure of current in said circuit for effecting the.application of the brakes through said electro-magnetic means and stop device, .and

means under the control ofthe driver of the lvehicle for preventing the application of the brakes by the stop device in response to `current in theI track circuit but permitting tht` application of 'the brakes by the stop device 'upon failure of current vin the track circuit.

CLYDE J. COLEMAN. lVitnesses:

SAMUEL M. VVAnD, Jr., EDWIN SEGER.

means under the control of the driver of In testimony whereof, I have signed my the vehicle for preventing the application of name to lthis specification, in the presence the brakes by the stop device in response to of two auloseribing witnesses. l kcurrent in thetraek circuit but permitting CLYDE J. COLEMAN.

5 the vapplication of 'the brakes ley` the stop VitneSSes:

- device upon lfailure of current in the track SAMUEL M. WARD, Jr.,

circuit. EDWIN Sneek.

It is herebyy certified that in Letters Patent No. 1,088,807, granted March 3, 19141 in Traie Controlling Apparatus, errors appear inthel printed specification requiring correction as follows: lage l, line 98, after the word wirelxinsert the referencenlm'eral 8,' same page, lin/e100., strike out the word is"; and page 2, line 103, for the reference-numeral 154, read 15; {andthat the said' Letters .Patent `should be read with these corrections therein that the same may coliform to the record of the case in the Patent Oce. I

Signed and sealed this 21st day of July, A. D., 1914.-

[SEALJ Y e. F. WHrrEHEAD,

.AMT-ing Commissioner of llzmta.

Corrections in Letters Patent No. 1,088,807.

upon the application of Clyde J. Coleman, 'ot New York', N. Y., for an limprorement It is hereby certied that, iu Letters Patent No. I ,0S,807, grunted Mnl-ch 3, 1914` upon the application of Clyde J. Coleman, `of New York, N. Y., for an improvement in Tran'e Controllingr Apparatus, errors nppear in the printed specification requiring correction as follows: lage l, line 98, after the word wire" insert the referencen.uner.l 8,' same page, line 10Q, strike out, the word is; and page 2, line 103, for the reference-numeral 15 read 15;'andthnt the said Letters Patent should he read with these corrections therein that the same may conform to the record of the case in the Patent Office.

Signed and sealed this 21st day of July, A. D., 1914.

(sm.) R. F. WHITEHEAD, l Aciz'ng Oommissiom' Qf llcnts.

Corrections ln Letters Patent No. 1,088,807. 

